Apparatus for preventing the passing of danger signals



Dec. 2, 1930.

F. K. SCHMIDT APPARATUS FOR PREVENTING THE PASSING OF DANGER SIGNALSFiled s'' t.

18, 1929 .5 Sheets-Sheet Fig. 1..

Inventor J K. 6106M.-

y A). EW

Fig. 2.

.lttorney.

F. K. SCHMIDT 1,783,857

APPARATUS FOR PREVENTING THE PASSING DANGER SIGNALS Dec.- 2, 1930.

Filed Sept 18, 1929 5 Sheets-Sheet 2 i W mw J a v 8 1 W 4 .w 4 L. F m 4Q l. 7 M. W

E: I 8 J I Attorrieu.

Dec. 2, 1930.

F. K. SCHMIDT 1,783,857

R SIGNALS APPARATUS FOR PREVENTING THE PASSING OF DANGE 5. Sheets-Sheet3 Filed Sept. 18, 1929 Dec. 2, 1930. F. K. SCHMIDT I 1,733,357

APPARATUS FOR PREVENTING THE PASSING OF DANGER SIGNALS Filed Se t/1s,1929 SShee-ts-Sheet 4 Inventor by R 2, M

.rltziorney.

Dec. 2, 1930. V F. K. SCHMIDT ,857

APPARATUS FOR PREVENTING THE PASSING OF DANGER SIGNALS Filed Sept. 18,1929 5 Sheets-Sheet 5 l 1"" T' r --l-- I ---a--- J L p L 1:: 30 29 I n nI! .9 l

I l .I.L

Inventor .dttorney.

: The invention has among its. objects Patented Dec. 2, 1930 i q IFRIEDRICH- KARL SCHMIDTLQF sP DoRr, MUELH EI M-ON- THE-RUHB, e nivi nY=1 PATENT E APPARATUS FOR rnnvnn'lrrive rrrin 'rns'sme -1 4mm SIGNALS ,1

I Application filed September 18,1929, seriarivb. 393,457. ada GermanDecember a; 1927.

Apparatus is-known for automatically operating a'signal or brake on amoving train in order to p'revent the passing offdanger signals' r i -5Thisinvention relates to apparatus of the; kind in which section stopsdependent on the position of the signalslare acted; upon by" stops onthe train which in their turn then operate a'source of power-such as aspring on the like which actuates the signal or lorake mechanism. a

For the greater partapparatus-thathas hitherto been made has thedisadvantage that thesignalling or brake apparatus act 'acci-. dentlywhen the stops on the train come into contact with obstacles on sectionsof the line.

Furthermo'remost 0f the apparatus of this kind are unreliable in theiraction and are impracticable because the rocking levers used 7 as thestops on the trains are. not capable of: withstanding the stressesimposed which are of the character of a blow when'the, velocity of thetrain is-high and often lead to breakage.

provide by thecombination of a numberoi":

features an apparatus which will act' with certainty in both respects;that is to say,

- whichon the one'hand is independent of all obstacles no matter of whatkind, and which onthe other hand will not be damagedu by the heavy blowsto which theymay be sub-f jected when the train is travelling'at a highf Velocityi V he inventlon comprises the combination of a number ofvehicle stops, which are pro-f vided as elastic barsytightlyheld inposition and made mutually dependent by inter-J 'mediate lockingmembers,- with section stops which are so arrangedwith respectto thevehicle stops that the locking members are released in a certainsequence by thedeflec tion of the vehicle stops, and inorder that theactuating means of the signalling or.

brake apparatus "e. g. springs or the .like may be released at certainintervals in sequence.

This ensures'that accidents occasioned by obstacles on the sections ofthe line are avoided and that thus all accidental actua 5O tionof theapparatus is prevented with certicular locking members.

tainty E xperiments. have shown that the apparatuspasses over widelyspaced sleepers without being' actuated or damaged even at" high speeds.

-It is obviously possible to vary etc group,"

and to-sta'gger the section stops which deter.- mine thesequence ofoperation.

In orderfurther to increase safety -it is p I proposed according to theinvention} that each elastic stop bar be connected by a system of bar inthesequence is flexed.

- In this way the sequence is preserved ina particularly simple mannerand it is ren dered certain'lthat the desired eliectsrhappen only afterthe release of a The construction of the apparatusmay-be varied withoutdeparting 'fromthe invention:

Thusjit is possible with known structural means soto arrange the sectionstops .into' groups .that after the operation'say of the firstgroup-consisting of three stop bars, in V a definite sequence,theoperation of afourth series of par-- lockinglevers to themeXt-bar, whichis in.

j each case only released when the preceding group may cause an-acousticor optical sig n-al to be operated, 'while on the operationof furtherbars one of them operatesthe ordinary brake and after releasing the lastof them this operates-thequickacting brake To adapt it to'the methods of.workingdis- V tant and danger signals thearrangement majy j also be= soprovided that on passing; a dis I tant signalsetat danger, a warningsignal which only responds to a definitepa-rt ofthe sequence willJoe-operated, while on passing the main signal the quick acting brakeacts at once in the last part of the sequence. 1

One construction according to the invention is shown diagrammatically inthe accompanying' drawing, in'which i Figure 1 is a front generalelevation.

Figure 2' is a plan of the vehicle mounting on the axle.

Figure 3 shows on an enlarged scale asystem'of locking levers for avehicle stop which will act in both runningidirections.

Figure 4c is a section in stops and V lan on' the line ures 3 and 4 inwhich the position is indicated in which the vehicle stop is deflected.

Figure 7 shows the apparatus in the position after a bar has come intocontact with a section stop.

Figure 8 is a plan view, to a smaller scale, of the section stops.

Figure 9 is a, view similar to Figure 7, showing means operated by thelast vehicle stop for controlling the action of a signal device or thebrakes.

Figure 10 is a plan view of shown in Figure 9.

In the accompanying drawings 1 are the two rails of the track. Betweenthe rails are provided section stops 2, 3, 4 and 5 which are operated bya signal wire from the operating mechanism, and which can either beraised and lowered or held erect and turned down, whereby they eitherare brought into the path ofthe stops on the vehicle or assume such aposition that the vehicle stops pass over them without acting upon them.The operation of these section stops may conveniently take place independence upon the operation of the main and distant signals, theparticular signal wires being positively connected to each other.

The section. stops2, 3, 4 and 5, as illustrated in Figure 8, arestaggered in relation to each other in the direction in which the trainruns, e. g. in such a Way that stop 2 is farthest in front in thedirection of the approaching train, after which the stop 3 for examplefollows somewhat further back, while stop 4 is again arranged a littleway behind and finally stop 5 is again set a little farther back instaggered order. Any other variation and relative position of the stopsis obviously possible in the plane running at rightangles to the track,so as to obtain any desired sequence in the actuation of the vehiclestops.

l/Vith the'section stops 2, 3, t and 5 vehicle stops in the form ofelastic bars 6,7, 8 and 9 coact. These bars are in each case rigidlyclamped at 10in a bearing flange 12., The bearing flanges 12 are mountedstationary on an axle of the vehicle which may conveniently: be thelast: axle 11 on the tender. The bearings 12 are prevented from rotatingby pinlike projections 12* engaging with a suflicient amount of play inguides 12 connected to the resilient part of the vehicle, so that theapparatus mounted on the unsprung part of the vehicle will not be actedon when the flexure takes place. To one arm of the bearingflange 12 isaffixed a box-like casing 6 in which is arranged, in the direction ofthe track," and opposite to, that is, always in front and behind each ofthe bars 6, 7 and 8, a bell crank lever 13, 14 and 15, respectively. Thedownwardly directed arms of these bell crank levers communicate by aroller mounted at the end, with the. bars-6, 7 and the mechanism 8 insuch a way that when each bar is flexed by striking the correspondingsection stop, it is rocked about its bearing pin 15*. When this takesplace the upper substantially horizontal arms of the bell crank levers13, 14: and 15 act like cams on the locking levers 17, 18 and 19(Figures 1-, 5 and 6) which are rotatable about a centre pin, in a planeat right angles to the direction in which the train running. The bellcrank levers are so arranged that they may always act only on the lefthand end of each locking lever when the train is running forwards and onthe right hand end of the locking lever when 'it is running backwards.It must be noted however that in the constructional example illustratedthe arrangement is such that the apparatus is; effective without changesboth for forward and backward running. For this purpose the bell-cranklevers and other looking devicesare providedin each case on both sidesof each stop bares; shown in Figures 3 to 6. 'lVhen it is necessary, asimplified construction may bentilized in which one pair of the levers13 and; rocking lever 20 for each bar is dispensed with, so that it willthen only operate for forward running. Above the bell crank levers l4and 15 at bars 7 and 8 and likewise in the same plane at bar 9, areprovided rocking levers 2O rotating on pins 20*. These rocking levers asshown in Figures 4 to 6 are provided with a lateral recess 21 and a nose22. Against these latter bear the locking levers 17, 18, 19 when theyare in the horizontal position and thereby preventthelateral movement ofthe rocking levers 20. If however the corresponding end of the lockinglever be lowered, the nose 22 can engage over the locking lever andswing it outwards. The adjacent locking lever is under tllGICOIltI'Ol ofthehorizontal arm of the bell crank lever of the preceding bar and isnot afiected by the movement of the said rocking lever. 20, owing to therecess 21, (see Figurestandty i lVhen' the, locking levers 17, 18 and 19are horizontally disposed, the-rocking levers 2O prevent the flexure ofthe bars, and thereby also the release of the actual signalling or brakemembers, as in this position the rocking levers strike against the righthand end of the locking levers 17, 1'8, 19 when the train runs forwardsand against the left hand end of the locking levers 17 18, 19 when itruns backwards. When, however, the locking levers are in the inclinedposition determined by the action of the bell crank levers which engagethem they release the rocking levers 20 and the apparatus can now beoperated in sequence because the rocking levers can be swung over, asthe nose 22 passes above the adjacent locking lever, and then each bar7, 8, 9 can be flexed at the point 10 where it is clamped. v

. Supposing for example as shown in F igures to 7, the bar 6 strikesagainst the corresponding section stop 2, the bar bends to the formshown in Figure 7. It therebyv presses the lower. arm of the bell cranklever 13, to one side and the upper horizontal arm of this bell cranklever lifts the corresponding locking lever 17 on the left and depressesit to the right, so that it is broughtyinto the position shown by dottedlines in Figure 1.

In this way the rocking lever 20 of the succeeding bar 7 will bereleased, so that it can swing outwards about the pivot pin 20 Thistakes place when the bar 7 strikes against the 7 section stop 3 and inits turn is bent as shown in Figure 7, by the release of the rockinglever which has now becomelpossible. By

the prescribed fiexure the bar 7 pushes the corresponding rocking lever20 over the de pressed right hand end of the locking lever 17' and atthe same time by the bell. crank lever 1% lifts the left hand end of thelock- 1 ing lever 18, so that this latter assumes the 1 ing lever isopened. ,When thebar 8, strikes" same inclined position as the lockinglever .17 held before. In this way the 'path for the bar-8 and for theother corresponding rockagainst the stop 4 it is bent and by thismeansthe rocking'lever 20 again moves over the right hand end of the lockinglever 18, the

bell crank lever 15 being simultaneously so affected that it raises thelocking lever 19' on the left and depresses saidlever on the right. Thelever 20 can now swing over the de pressed right hand end of the lockinglever 19 and release the bar 9. This bar bends when it strikes againstthe stop 5. By the proper outward swing of the last bar 9. a

of stops on the trainoperated by stops on the track, comprising a seriesof elastic rigidly mounted vehicle stopsupon the train, co-opcratingtrack section stops staggered relatively one to the other to engage thevehicle stops in sequence, and locking mechanism provided foreachvehicle'stop except the first to render the said vehicle stops dependentupon the actuation of the preceding stop, the

last of said vehicle stops servingto effect the control'o'f the sourceof power. 2,.Appara-tus according to claim 1, pro vided with"lockingmechanism comprising 1 locking levers extending between each pairof vehicle stops and intermediate elements in the form ofro'cking leversfor all the vehicle stopsxexcept the first, which rocking levers arelocked to prevent deflection of the corresponding vehicle stops untilreleased by p the corresponding locking lever.

3. Apparatus according to claim 1, pro-' videdwith locking mechanismcomprising locking levers extending between each pair of vehicle stops,intermediate elements in the form of rocking levers for. all the vehiclestops except the first, which rocking levers" arelocked to preventdeflection of the corresponding vvehicle stops until released by thecorrespohdinglocking' lever, and bell crank spring (not shown), or othersource of power is acted on and in'its turn operates eithera signallingdevice or the brakes of the train. This may be effected by any suitablemeans. 1 Thus, as shown in Figures 9 and 10, the vehicle stop 9, whendeflected, may serve to I press inwardly a plunger valve 28 against theaction of. a spring 27 into a containing casing 29. The plunger valve28represents a controlling member in a pipe 30 for compressed air orsteam, which: pipe-leads to the signalling orbraking device. The inwardmovement ofthe plunger brings the hole 31 into a position where theoperating medium may flow freely through thepipe 30 and'causes 7 thesignal or brake to act. The various levers are so constructed that'theyreturn autoinatiof danger signals by theoperation by auto q cally and bytheir own weight after they have moved to the position shown inFigure 3.It is also possible to provide special springs on each of the levers for.this purpose. I T I claim 1. Apparatus for preventing the passing maticcontrol of a source of power effecting the actuation of a signalling orbrake mechanism, the said control being effected by means

